Steering mechanism, particularly for short vehicles

ABSTRACT

Steering mechanism for orienting the steered wheels ( 1 ) of a short vehicle with respect to the chassis, comprising one first vertical axis ( 2 ) per steered wheel, allowing each steered wheel ( 1 ) to pivot with respect to said chassis and a link ( 5 ) allowing a torque to be applied to each steered wheel to make it pivot around said first vertical axis. 
     The inner end of the link is able to slide along a straight rail ( 11 ) which in turn is rotatably mounted with respect to the chassis. 
     A second link ( 6 ) not parallel to the wheels forces the first link ( 5 ) to slide in a defined manner along a rail ( 11 ). This makes possible the differentiated orientation of the left and right wheels. 
     Advantage: very small turning radius. Particularly applicable to electric chairs for the disabled.

The present invention is a continuation of international application PCT/EP2007/55022 filed on May 23, 2007, the content of which is enclosed by reference.

TECHNICAL FIELD

The present invention relates to a steering mechanism for directing the steered wheels of a vehicle with respect to the chassis. The present invention relates in particular to a steering mechanism intended for short vehicles and for which a reduced steering radius is required. The present invention also relates to a wheelchair for disabled people provided with such a steering mechanism.

STATE OF THE ART

The most often used steering mechanism in vehicles with four wheels is known under the name of Ackermann steering. The Ackermann steering, which it is not necessary to describe here in more detail, allows the four wheels of the vehicle to be oriented towards the tangents of concentric circles. The steering radius is determined by the distance between the center of the circles and the wheels. The wheels thus turn around a same point, which makes it possible to preserve the tires, to guarantee an optimum adhesion and to reduce the noise.

The geometry of the Ackermann device is however not perfect and the centers of rotation of the four wheels are not perfectly superimposed. In addition, the steering radius depends on the length of the vehicle and especially on the distance between the front axle and the rear axle. Though very long vehicles, for example coaches, can perform sharp turns, the same does not apply to short vehicles.

Yet many short vehicles, notably wheelchairs for the disabled or commercial vehicles such as small tractors, require a large maneuverability and a reduced steering radius in order to change the orientation of the vehicle practically on the spot, without excessive wear on the tires and with a minimum of noise.

U.S. Pat. No. 4,852,679 describes a steering with reduced steering radius for an electrical wheelchair. The mechanism uses cables to connect the four wheels to the center of the vehicle. The unit is fragile and the different cables require a substantial amount of space under the vehicle. This volume cannot be used for the batteries for example.

DE4236786 describes a steering for an electrical wheelchair that affords a very small steering radius thanks to a system of cams. The computing and machining of the cams are complex, and the wear and tear of the movable parts in the cams is rapid.

Another steering mechanism based on cams is described in U.S. Pat. No. 5,862,874.

Other wheelchairs are steered by accelerating the outside wheels in the turns, without orienting them correctly. These mechanisms are simple to make mechanically, but the electronics for the motor control are more complex. Furthermore, the badly oriented tires make a substantial noise in the turns and tend to wear rapidly by leaving marks.

An aim of the present invention is thus to propose an improved steering mechanism compared to the prior art mechanisms, and in particular a device adapted for short vehicles that does not have the above-mentioned disadvantages.

According to the invention, these aims are achieved by means of a steering mechanism according to the independent claim, preferred variant embodiments being indicated in the dependent claims.

In particular, these aims are achieved by means of a steering mechanism for directing the steered wheels of a vehicle with respect to the chassis, including:

a first vertical axis per steered wheel, allowing each steered wheel to pivot with respect to said chassis in order to modify the direction of the vehicle,

a connecting rod allowing a torque to be applied to each steered wheel to make it pivot around said first vertical axis,

a first linear movement axis allowing for translation movements between the second end of said link and said chassis.

The first displacement axis makes it possible to move the link in order to modify the direction of the wheel in the turns.

In a preferred embodiment, the movable end of the links can pivot with respect to the chassis. The end of the links can thus move along two axes with respect to the chassis. The first axis allows a translation movement, for example along a rail, and the second axis allows the slide to pivot with respect to the chassis.

In a preferred embodiment, the two degrees of freedom are not independent from one another, or at least not totally independent. The position of the link along the corresponding slide, or the range of possible positions, depends then on the orientation of the slide. This configuration makes it possible to ensure that the steering centers of the four wheels are superimposed whatever the steering radius.

In a preferred embodiment, a second link that is not parallel to the wheels forces the first link to slide in a defined manner along a rail. This makes possible a differentiated orientation of the left and right wheels.

BRIEF DESCRIPTION OF THE DRAWINGS

Examples of embodiments of the invention are indicated in the description illustrated by the attached figures, wherein:

FIG. 1 illustrates a perspective view of a wheelchair provided with a steering according to the invention, with the wheels straight.

FIG. 2 is a front view of the wheelchair of FIG. 1.

FIG. 3 is a top view of the wheelchair of FIG. 1. FIG. 4 illustrates a perspective view of the wheelchair of FIG. 1, with the wheels turned at about 45°.

FIG. 5 is a front view of the wheelchair of FIG. 4.

FIG. 6 is a top view of the wheelchair of FIG. 4.

FIG. 7 illustrates a perspective view of the wheelchair of FIG. 1, with the wheels straight, the seat and the footrest having been dismantled.

FIG. 8 is a front view of the wheelchair of FIG. 7.

FIG. 9 is a top view of the wheelchair of FIG. 7.

FIG. 10 illustrates a perspective view of the wheelchair FIG. 7, with the wheels turned at about 45°, the seat and the footrest having been dismantled.

FIG. 11 is a front view of the wheelchair of FIG. 10.

FIG. 12 is a top view of the wheelchair of FIG. 10.

FIG. 13 is a perspective view of the front axle with the wheels straight.

FIG. 14 is a perspective view of the front axle with the wheels turned at about 45°.

FIG. 15 is a top view of the chassis and of a simplified embodiment of the steering mechanism, without the suspensions, with the wheels being straight.

FIG. 16 is a perspective view of a part of the device of FIG. 15, corresponding to one of the two axles.

FIG. 17 is a top view of the chassis and of a simplified embodiment of the steering mechanism, without the suspensions, with the wheels being turned at about 45°.

FIG. 18 is a perspective view of part of the device of FIG. 17, corresponding to one of the two axles.

EXAMPLE(S) OF EMBODIMENTS OF THE INVENTION

The figures illustrate a wheelchair provided with a steering according to the claims. The mechanism described is however applicable to other types of vehicles, notably to any type of short vehicles requiring a reduced steering radius, including vehicles with two or four steered wheels and with two or four drive wheels.

The illustrated wheelchair comprises a seat 16 and footrests 18 mounted on a chassis and four wheels 1 a, 1 b, 1 c and 1 d. The inclination of the seat can preferably be modified with the aid of an electric motor, not represented. A joystick 19 enables the user to steer the chair using a single hand; auxiliary buttons, not represented, make it possible to control additional functions, for example to modify the inclination and/or height of the seat.

The four wheels are drive wheels and are driven each by an electric motor 20 a, 20 b, 20 c, 20 d. The motors are powered electrically by means of batteries 17 located advantageously under the seat 16, on both sides of the steering transmission rod 13. Control electronics, not represented, make it possible to control independently the speed of the four wheels 1 according to the instructions entered using the joystick 19. As can be seen in particular in FIG. 6 or 14, the electric motors are mounted on the rotation axis of the wheels and thus turn with the wheel in the turns. In a preferred embodiment, the electronic control of the motors makes it possible to assign to the outside wheels a speed greater than the speed of the inside wheels in the turns.

In one embodiment, the wheels are driven by means of a single central motor. It is of course also possible to drive only the front wheels or the rear wheels.

The wheels 1 a to 1 d can turn with respect to the wheelchair and to the chassis, constituted notably of transversal cross-pieces 3 and of the longitudinal cross-piece 4, around the first vertical axis 2 a to 2 d respectively, so as to change the direction of the vehicle. The movements of the four wheels are linked mechanically to one another, so that the rotation of one wheel necessarily causes the orientation of the other three wheels to be modified.

A link 5 a to 5 d is associated with each wheel 1 a to 1 d respectively. One end of the links is connected in an articulated fashion to a point 50 a to 50 d of the corresponding wheel distant from the rotation axis 20. By actuating a link 5 to move the corresponding articulation 50, the orientation of the wheel 1 and the direction of the vehicle are changed.

The other end of each link, towards the inside of the vehicle, is connected by a pivot 10 to a slide 9. The inner end of each link can thus move with the slide along a rectilinear rail 11, along a first linear displacement axis. When the vehicle's wheels are straight, in the position illustrated for example in FIG. 13 or 16, both slides of a same axle find themselves in the same longitudinal position along the rail. They move in opposite direction in the turns, the maximum amplitude of the displacements being limitable in both directions.

Each rail 11 is further connected to the vehicle's chassis by means of a vertical axis 12 a/12 c allowing the slides to pivot in a horizontal plane. In the example of embodiment illustrated, both front rails 11 a, 11 b are articulated by means of a common axis 12 a in the vehicle's longitudinal axis; the same applies to the two rails 11 c, 11 d of the rear axle, connected to a common axis 12 c.

This arrangement thus enables the ends of the front resp. rear axle's links to pivot around the axis 12 a resp. 12 c. These rotation axes constitute a second degree of freedom for the displacements of the inner ends of the links. FIG. 14 or 17 for example make it possible to observe that the rails 11 of each axle turn in the same direction as the wheels of the corresponding axle, the rotation angle being however different.

The rotation of the rails 11 of each axle around the common vertical axis 12 a, 12 c further enables the rotations of both wheels of each axle to be connected mechanically; the pivoting of one wheel causes the corresponding slide to rotate around the axis 12, then the other wheel of the same axle to pivot.

The elements of the steering mechanism associated to each wheel further comprise a second link 6 a to 6 d. One end of each second link 6 is connected to the corresponding first link 5 by means of a vertical axis 7 enabling two links to pivot one relative to the other. The other end of the second axis pivots with respect to the cross-pieces 3 of the chassis around vertical axis 8.

The second links 6 make it possible to force the corresponding first link 5 to slide along the associated rail 11 during the rotations of the slides around the axis 12. The two mentioned degrees of freedom are thus not independent from one another; a rotation of the extremity of the links 6 necessarily causes a translation along the corresponding rail 11. The trajectory traveled by the inner end of the links 6 when the wheels are turning is thus the combination of a translation and of a rotation connected to one another by the geometry of the system. This arrangement makes it possible to have the four wheels turn around a common steering center; it is observed in the figures that the steering radii of the outside wheels are greater than the radii of the inside wheels in the turns.

The steering mechanism of the front wheels and of the rear wheels is connected through a transmission rod 13. The rod 13 is connected to the pivot 12 a through a connecting element 14 a and to the rear pivot 12 by an element 14 c. The rotations of one of the pivots in one direction are transmitted by the rod 13 to the other pivot that turns in the opposite direction, so as to steer the wheels of both axles in opposite direction. In the variant embodiment of FIGS. 15 to 18, the bar 13 is rectilinear and slanted relative to the longitudinal cross-piece 4 and the symmetry axis of the chassis. The variant embodiment of FIGS. 1 to 14 on the other hand uses a bar 13 provided with a double bend and whose central part is parallel to the cross-piece 4 at least when the wheels are straight, as can be seen for example in FIG. 9. This arrangement makes it possible to reduce the width required at the center of the vehicle for the displacements of the bar 13 and thus to increase the space available for the batteries 17 on both sides of this bar.

As indicated above, the rotations of the four wheels are connected to one another. It is thus necessary to act on a single wheel or a single element of the steering, for example by means of an electric actuator, to make the vehicle turn. In a preferred embodiment of the invention, the steering is controlled by an actuator, of which one fixed end is connected to the longitudinal bar 4 and the other mobile end to the transmission rod 13. The actuator's longitudinal position enables the momentary rotation angle of the wheels to be determined. This position can be determined by the command given to the actuator or by a sensor measuring the effective position achieved. This information can be used by the control electronics of the electric motors to change the rotation speed of the inside and outside wheels in the turns.

In a variant embodiment, two distinct actuators are used to control the rotation of the front axle and of the rear axle. This embodiment enables the mechanical connection 4 between both axles to be eliminated. Using an additional actuator does however make the control more complicated.

The transmission rod 13 has the advantage of connecting mechanically the rotations of the front wheels with those of the rear wheels. It is however also possible to actuate the front steering independently of the rear steering, for example in order to actuate the rear steering only in sharp turns and/or when the speed is reduced. It is also possible within the frame of the invention to apply the steering mechanism to vehicles comprising only two steered wheels.

As can be observed for example in FIG. 2, 13 or 14, the main components of the steering mechanism, notably the links 5 and 6 as well as the rails 11, are mounted horizontally roughly in the same plane as the lower base of the suspension 15. The steering thus remains fixed with respect to the wheels when the suspension is actuated and does not collide with the upper part of the suspension or other elements of the wheelchair. The rails 11 are preferably constituted by cylinders of circular rather than polygonal section and thus enable the slides 9 and the first links 5 to pivot around the longitudinal axle of the rails 11 during any movements of the suspension. For this purpose, the distance between the two rails 11 of a same axle is sufficient to avoid any collision between first links or between slides, even in the event of considerable movements of the suspension.

LIST OF THE REFERENCE NUMBERS USED

-   0 Center of rotation of the vehicle -   1 Wheels -   2 First vertical axis of the wheels -   3 Transversal cross-piece -   4 Longitudinal cross-piece -   5 Links -   50 Link-to-wheel connection -   6 Second link -   7 Third vertical axis -   8 Fourth vertical axis -   9 Slides -   10 Links-to-slides spindles -   11 Rails -   12 Second slides to cross-pieces axis -   13 Front-to-rear transmission rod -   14 Spindle-to-transmission rod connection -   15 Suspension mechanism -   16 Seat -   17 Batteries -   18 Footrest -   19 Joystick -   20 Electric motors 

1. Steering mechanism for orienting the steering mechanism for directing the steered wheels of a vehicle with respect to the chassis, including: a first vertical axis per steered wheel, allowing each steered wheel to pivot with respect to said chassis, a link allowing a torque to be applied to each steered wheel to make it pivot around said first vertical axis, a first linear movement axis allowing for translation movements between the second end of said link and said chassis.
 2. The mechanism of claim 1, wherein said second end of said link is mounted in a sliding fashion along a rectilinear rail connected to said chassis.
 3. The mechanism of claim 2, wherein the second end of said link can slide along an axis parallel to the longitudinal direction of the vehicle when the wheels are straight.
 4. The mechanism of claim 1, wherein a second axis is provided for enabling the second end of said link to pivot with respect to the chassis.
 5. The mechanism of claim 1, said second end of said link being mounted in a sliding fashion along a rectilinear rail connected to said chassis, said rail being linked to said chassis by means of a second vertical axis enabling it to pivot with respect to said cross-piece.
 6. The mechanism of claim 5, wherein the two wheels of a same axle of the vehicle are connected each to a link and to a rail, both rails of a same axle being articulated with respect to said cross-piece around a second common vertical axis.
 7. The mechanism of claim 1, including elements for forcing in a turn the end of at least one link associated to an outside wheel to move along a first linear displacement axis, so as to reduce the amplitude of the pivoting of the outside wheel.
 8. The mechanism of claim 1, including a second link for forcing said second end of said first link to occupy a predefined position along said first linear displacement axis, said position being variable during the turns.
 9. The mechanism of claim 1, including: a second link per steered wheel, said second link having two ends, a third vertical axis enabling, said second link to pivot with respect to said link (5), a fourth vertical axis enabling said second link to pivot with respect to the chassis.
 10. The mechanism of claim 4, wherein said rails pivot in the turns in the same direction as said wheels, the rotation angle of the rails being different from the rotation angle of the associated wheels.
 11. The mechanism of claim 1, comprising four said steered wheels, each steered wheel being associated to said links and to said rails.
 12. The mechanism of claim 11, including a transmission rod for transmitting the rotations between the front wheels and the rear wheels.
 13. The mechanism of claim 12, said transmission rod comprising a longitudinal bar of which one end is associated to said second axis of the front axle whilst the other end is associated to said second axis of the rear axle.
 14. The mechanism of claim 12, said transmission rod being provided with a double bend, the central part of said transmission rod being arranged so as to move longitudinally when the orientation of the wheels changes.
 15. The mechanism of claim 1, comprising a suspension associated to each wheel, said link being connected to the lower part of said suspension in contact with the wheels.
 16. The mechanism of claim 15, said first linear displacement axis having a cylindrical shaft allowing said first link to rotate around the longitudinal axis of said shaft during movements of said suspension.
 17. The mechanism of claim 1, including a linear actuator to actuate the rotation of said wheels.
 18. The mechanism of claim 17, one of the extremities of the actuator being associated to said chassis and the other extremity to a longitudinal rod associated to said second axis.
 19. The mechanism of claim 1, including an electric motor per wheel, said motor pivoting with the associated wheel during the turns.
 20. The mechanism of claim 19, comprising electronic means for controlling the rotation speed of the electric motors so as to make the outside wheels turn faster than the inside wheels during the turns.
 21. Wheelchair, notably for the disabled, comprising a steering according to claim
 1. 22. The wheelchair of claim 21, having a seat and electric batteries for electrically driving the wheels (1), said batteries being placed under the seat, on both sides of a transmission rod between the steering of the front wheels and of the rear wheels. 